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Increased demand for customized products and reduced manufacturing times are key drivers towards modern, automated manufacturing systems. Manufacturing companies increasingly rely on simulation models of their manufacturing systems, with the goal to optimize critical production parameters and programming of their industrial assets. Simulation driven optimization concepts like digital twin and virtual commissioning are gaining popularity among manufacturing units to drive production rates higher. Manufacturing systems in the aerospace domain are highly complex, due to component size, tight tolerance requirements, and multi-tier manufacturing processes. Accurate simulations of robots and other programmable assets are needed, in order to lower the risk of collisions and manufacturing down times.In practice, this leads to inhomogeneous and even proprietary simulation environments, with different software interfaces. In this paper we introduce an accurate robotic arm simulation for industrial manufacturing robots that is based on open standards. This simulation environment is based on two open access standards, namely the Functional Mock-up Interface (FMI) and the Distributed Co-Simulation Protocol (DCP). In such a virtualized manufacturing process, the number of involved stakeholders is significantly higher. It includes software and simulation tool vendors, as well as robotic system providers. In such an environment, a modular software architecture based on open access standards is considered beneficial. The high number of aircraft customizations leads to continuous reprogramming of the involved systems. The challenge is to keep up with constant-quality manufacturing processes for aircraft components, requiring high levels of accuracy and reliability.

Co-simulation techniques have evolved significantly over the last 10 years. System simulation and hardware-in-the-loop testing are used to develop innovative products in many industrial sectors. Despite the success of these simulation techniques, their efficient application requires a systematic approach. In practice the integration and coupling of heterogeneous systems still require enormous efforts. At this point in time no unified process for integration and simulation of DCP-based co-simulation scenarios is available. In this article we present ProMECoS, a process model for efficient, standard-driven distributed co-simulation. It defines the necessary tasks required to prepare, instantiate and execute distributed co-simulations according to the DCP standard. Furthermore, it enables the exploitation of front-loading benefits, thus reducing the overall system development effort. ProMECoS is based on the IEEE 1730 standard for Distributed Simulation Engineering and Execution Process. It adopts the artefacts of the DCP specification, and defines additional process artefacts. The DCP specification and its associated default integration methodology were developed by a balanced consortium in context of the ITEA 3 project ACOSAR. The DCP is compatible to the well-adopted FMI standard. Therefore both standards can be used together for seamless development using models, software, and real components. ProMECoS provides the necessary guidance for efficient product development and testing.

Automotive systems will exhibit increased levels of automation as well as ever tighter integration with other vehicles, traffic infrastructure, and cloud services. From safety perspective, this can be perceived as boon or bane - it greatly increases complexity and uncertainty, but at the same time opens up new opportunities for realizing innovative safety functions. Moreover, cybersecurity becomes important as additional concern because attacks are now much more likely and severe. However, there is a lack of experience with security concerns in context of safety engineering in general and in automotive safety departments in particular. To address this problem, we propose a systematic pattern-based approach that interlinks safety and security patterns and provides guidance with respect to selection and combination of both types of patterns in context of system engineering. A combined safety and security pattern engineering workflow is proposed to provide systematic guidance to support non-expert engineers based on best practices. The application of the approach is shown and demonstrated by an automotive case study and different use case scenarios.

Future automotive systems will exhibit increased levels of automation as well as ever tighter integration with other vehicles, traffic infrastructure, and cloud services. From safety perspective, this can be perceived as boon or bane - it greatly increases complexity and uncertainty, but at the same time opens up new opportunities for realizing innovative safety functions. Moreover, cybersecurity becomes important as additional concern because attacks are now much more likely and severe. Unfortunately, there is lack of experience with security concerns in context of safety engineering in general and in automotive safety departments in particular. To remediate this problem, we propose a systematic pattern-based approach that interlinks safety and security patterns and provides guidance with respect to selection and combination of both types of patterns in context of system engineering. The application of a combined safety and security pattern engineering workflow is shown and demonstrated by an automotive use case scenario.

Die Ergebnisse von Trubungsbestimmungen mit Aktinometern in Basel aus den Jahren 1958–1960 werden im Zusammenhang mit den Witterungslagen bearbeitet. Bei einem durchschnittlichen Wert vonB=0,127 ergeben sich fur Fohnlagen sowie fur Hochdrucklagen mittlere Werte von 0,090–0,100, fur flache Druckverteilung und fur Advektionslagen kontinentaler Luft solche von 0,140–0,170. Maritime Luftmassen zeigen durchwegs geringere Trubung als kontinentale, was auf einen Unterschied der mitgebrachten Trubung hinweist; daneben spielen aber auch die Unterschiede der Durchmischung eine wesentliche Rolle. Es zeigt sich, das die Trubung sowohl von den Boden- als auch von den Hohenwinden abhangig ist. Wahrend der Hohenwind eher indirekt als Indikator fur die Witterungslagen auftritt, die unterschiedliche Bedingungen fur die Trubungsanhaufung und auch fur den grosraumigen Trubungstransport bringen, treten die Bodenwinde als direkte Moglichkeiten des Trubungstransports in Erscheinung. Vor allem bei Abwesenheit grosraumiger Luftmassenadvektion wahrend mehrerer Tage tritt der Einflus der Bodenwinde stark hervor. In dieser Situation konnen auch recht bedeutende Unterschiede innerhalb des Stadtgebietes mit Maxima im Lee der Trubungsquellen beobachtet werden, wie die Bearbeitung von Mesfahrten der Jahre 1963–1965 zeigt.